Mariantic - SportsCar Racing News

Let's summarise the situation.

Cars will look pretty much the same for the foreseeable future, wings smaller but free choice of open or closed.

But engines change dramatically. See regs here

From the first race of 2011 (Sebring?) LMP1 cars will have the choice of the following power (limited to 520 BHP):-

3.4 ltr atmo petrol racing engine with 8 cylinders max
2.0 ltr turbo racing engine with 6 cylinders max
3.7 ltr turbo production diesel engine with 8 cylinders max

And LMP2 will have the following choice (limited to 420 BHP):-

4.0 ltr production based petrol engine homologated to 2010 LM GT2
4.4 ltr production based petrol engine
4.0 ltr production diesel engine with induction as per the original

So what are the implications?

Losers?

Well, obviously the existing Audi & Peugeot diesels are finished after 2010
Other losers are Judd & AIM with their 5.5 ltr P1 engines, AER's P1 turbo, Acura's new P1 engine which will have just 2 years of life and of course the still-born Cosworth P1 engine
Big GT1 engines in P1 cars such as Aston Martin and Corvette also have just another 2 years

Winners?

Porsche, who have great engines ready now for P1 (3.4 ltr V8) and P2 (4.0 ltr flat 6)
AER with multiple badged versions of their 4 cylinder 2.0 ltr turbo (AER, Mazda) - surely to become a standard in the new P1
Things are not too bad for Zytek & Acura with their existing proven 3.4 ltr V8s moving to P1
Lots of new possibilities from GT2 & production engines in P2
LMP2 looks to become very varied and exciting, surely someone must put a Ferrari engine in a P2...

The big questions:-

What are Audi & Peugeot going to do?
Will IMSA follow these rules for ALMS?

These engine rules don't have to wait till 2011. The GT2 engines will be "encouraged" in P2 before (and presumably get performance breaks once their pace has ben established) although the current lack of clarity as to future GT2 specs makes this high risk. There is also nothing to stop a P2 RS Spyder or a Lola Coupe AER putting on larger tyres, fitting appropriate restrictors and going P1 next year. They won't beat the "real" P1s in Europe but could beat the existing P2s on many ALMS courses...

Both classes will weigh 900 kgs and have 75 lts of fuel, diesels will have 68 ltrs.

Tires unchanged @ 16 in wide & 28.5 in diameter for P1 & 14 in wide & 28 in diameter for P2

The hybrid power rules are very muddled & don't seem to allow the Peugeot or Zytek systems...

Quoted in full (official translation)

"The ACO wants to give manufacturers the greatest possible freedom to develop and use such systems while taking certain measures to control them.
Energy recovery systems will be free, provided they respect the following rules:
- Recovery of energy from the brakes on the 4 wheels or from the heat of the exhaust.
- Only the rear wheels can be used to drive the vehicle.
- Electric systems are allowed only to recover energy from the brakes.
- Energy can only be stocked in the form of electricity.
- The car’s minimum weight will be identical to that of the other LM P1s using conventional engine technology (petrol or diesel): 900 kgs.
- The internal combustion engine and the electric motor must be controlled by the driver using the accelerator pedal (push to pass buttons forbidden).
- The quantity of usable energy stocked on board the vehicle must not exceed 1 MJ.
- Installation of systems enabling the power to be controlled at the entry and exit of engines/generators and the energy dissipated on a lap of the circuit at the exit of the motor/generator.
- The ACO will impose its own safety regulations.

The use of such a system must not be aimed at obtaining additional power but at reducing fuel consumption and CO2 emissions.
The ACO reserves itself the right to adjust the performance of any car using such a system, should it enable the vehicle to improve its lap times in a significant manner.
Competitors who wish to develop and use such a system must inform the ACO beforehand giving the club all relevant information as to how it works, its use, the performance expected, the safety systems installed etc.
The ACO must be kept informed throughout the development of the system and the car. The club reserves itself the right to demand additional information and carry out any checks it deems necessary."

No way can the Peueot or Zytek systems be said to "recover energy from the brakes" Much discussion needed here...

Le Mans Prototypes in 2009, 2010 & 2011
Let's summarise the situation. Cars will look pretty much the same for the foreseeable future, wings smaller but free choice of open or closed. But engines change dramatically. See regs here From the first race of 2011 (Sebring?) LMP1 cars will have the choice of the following power (limited to 520 BHP):- 3.4 ltr atmo petrol racing engine with 8 cylinders max 2.0 ltr turbo racing engine with 6 cylinders max 3.7 ltr turbo production diesel engine with 8 cylinders max And LMP2 will have the following choice (limited to 420 BHP):- 4.0 ltr production based petrol engine homologated to 2010 LM GT2 4.4 ltr production based petrol engine 4.0 ltr production diesel engine with induction as per the original So what are the implications? Losers? Well, obviously the existing Audi & Peugeot diesels are finished after 2010 Other losers are Judd & AIM with their 5.5 ltr P1 engines, AER's P1 turbo, Acura's new P1 engine which will have just 2 years of life and of course the still-born Cosworth P1 engine Big GT1 engines in P1 cars such as Aston Martin and Corvette also have just another 2 years Winners? Porsche, who have great engines ready now for P1 (3.4 ltr V8) and P2 (4.0 ltr flat 6) AER with multiple badged versions of their 4 cylinder 2.0 ltr turbo (AER, Mazda) - surely to become a standard in the new P1 Things are not too bad for Zytek & Acura with their existing proven 3.4 ltr V8s moving to P1 Lots of new possibilities from GT2 & production engines in P2 LMP2 looks to become very varied and exciting, surely someone must put a Ferrari engine in a P2... The big questions:- What are Audi & Peugeot going to do? Will IMSA follow these rules for ALMS? These engine rules don't have to wait till 2011. The GT2 engines will be "encouraged" in P2 before (and presumably get performance breaks once their pace has ben established) although the current lack of clarity as to future GT2 specs makes this high risk. There is also nothing to stop a P2 RS Spyder or a Lola Coupe AER putting on larger tyres, fitting appropriate restrictors and going P1 next year. They won't beat the "real" P1s in Europe but could beat the existing P2s on many ALMS courses... Both classes will weigh 900 kgs and have 75 lts of fuel, diesels will have 68 ltrs. Tires unchanged @ 16 in wide & 28.5 in diameter for P1 & 14 in wide & 28 in diameter for P2 The hybrid power rules are very muddled & don't seem to allow the Peugeot or Zytek systems... Quoted in full (official translation) "The ACO wants to give manufacturers the greatest possible freedom to develop and use such systems while taking certain measures to control them. Energy recovery systems will be free, provided they respect the following rules: - Recovery of energy from the brakes on the 4 wheels or from the heat of the exhaust. - Only the rear wheels can be used to drive the vehicle. - Electric systems are allowed only to recover energy from the brakes. - Energy can only be stocked in the form of electricity. - The car’s minimum weight will be identical to that of the other LM P1s using conventional engine technology (petrol or diesel): 900 kgs. - The internal combustion engine and the electric motor must be controlled by the driver using the accelerator pedal (push to pass buttons forbidden). - The quantity of usable energy stocked on board the vehicle must not exceed 1 MJ. - Installation of systems enabling the power to be controlled at the entry and exit of engines/generators and the energy dissipated on a lap of the circuit at the exit of the motor/generator. - The ACO will impose its own safety regulations. The use of such a system must not be aimed at obtaining additional power but at reducing fuel consumption and CO2 emissions. The ACO reserves itself the right to adjust the performance of any car using such a system, should it enable the vehicle to improve its lap times in a significant manner. Competitors who wish to develop and use such a system must inform the ACO beforehand giving the club all relevant information as to how it works, its use, the performance expected, the safety systems installed etc. The ACO must be kept informed throughout the development of the system and the car. The club reserves itself the right to demand additional information and carry out any checks it deems necessary." No way can the Peueot or Zytek systems be said to "recover energy from the brakes" Much discussion needed here...